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until established on the verbally issued climbout instructions. See "Circling Missed Approach" below.
C. Actual Missed Approach.
Important Guidelines. If you have been cleared to land (full stop), it is important to remember ATC
expects you to land; therefore, if you have been cleared to land and must subsequently execute a
missed approach, notify ATC as soon as possible and execute the published missed approach unless
you have been issued verbal missed approach/departure instructions.
ATC Radar Vectors. ATC radar vectors (heading and altitude) issued during the initiation of the
missed approach take precedence over the published or verbally issued missed approach instructions.
D. Accomplishing the Missed Approach.
When to do the Missed Approach. Perform the missed approach when the MAP or decision height is
reached and any of the three following conditions exists:
The runway environment is not in sight
You are unable to make a safe landing.
You are directed by the controlling agency.
NOTE: Simulated weather is at the discretion of the instructor; students shall execute a missed approach if
arriving at the MAP or DH and the instructor has not called the "field in sight."
Fly the Aircraft. When you decide to execute the missed approach, transition from the approach to the
missed approach in a positive manner using precise attitude and power control changes. Waveoff
using the appropriate NATOPS procedures. Advance power as required and establish a climb with the
missed approach attitude of 7 to 10 degree pitch. Accelerate to normal climb airspeed. When assured
that you will not touch down, retract the gear; confirm airspeed is above VYSE and raise the flaps.
Since aircraft control may require almost total attention, you should have the first heading, course, and
altitude in mind before reaching the MAP.
Climb Gradient. Ensure your aircraft can achieve the published climb gradient. When the gradient is
not published, a climb of at least 200 ft/nm is required.
Request clearance. As soon as practical after initiating the missed approach, advise ATC (include the
reason for missed approach) and request clearance for specific action; that is, to an alternate airport,
another approach, or holding. Do not sacrifice aircraft control for the sake of a voice transmission.
Obstacle Clearance. Terrain clearance is provided within established boundaries of the approach
course and the missed approach path. It is essential you follow the procedure depicted on the IAP
chart or the instructions issued by the controller. Be aware of the minimum safe altitudes found on the
IAP charts. Remember, the missed approach climb gradient begins at the published MAP.
Single Engine Missed Approach. A single engine or SSE missed approach is a critical maneuver
requiring precise aircraft control. Comply with the appropriate NATOPS procedures for single engine
waveoff. Use maximum available power on the good engine and establish a positive rate of climb with
7 to 10 degree noseup pitch. Maintain 110 KIAS (VYSE) in the climb [102 KIAS minimum (VXSE)
may be used if necessary to clear close in obstacles]. When assured you will not touch down, retract
the gear; confirm airspeed is above VYSE and raise the flaps. Substantial rudder and 5 dead engine
up will be required with power application on the SSE missed approach.
E. Circling Missed Approach.
Lose Visual Reference. If you lose visual reference while circling to land, follow the missed approach
specified for the approach procedure just flown, unless otherwise directed. An initial climbing turn
toward the landing runway will ensure the aircraft remains within the circling obstruction clearance
area. Continue to turn until established on the missed approach course (see figure 409-1). Again, an
immediate climb must be initiated to ensure climb gradient requirements are met.

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